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(c1. 10s-z) 38 Claims.

Common practice in railway passenger car construction calls-for a heavy underframe, built up side and end frames, and carlines joining the tops of the side frames (see Car Builders Cyclopedia, published in New York by the Simmons-Board'- man Publishing Company, 1931 edition, section '7, page 594 particularly). The underframe is the main load carrying structure, the rest being essentially super-structure.

The present invention departs from conventional car building practice by providing vertical trapezoidai framework along the center line of resisting front, side and rear impacts without unduly increasing the total weight of the car; and

to hold the cost of construction to a minimum.

Further and other objects and advantages will become apparent as the disclosure proceeds and the description is read in conjunction with the accompanying drawings, in which Fig. 1 is a plan view of an articulated rail car embodying the principles of this invention;

Fig. 2 is a side,'elevational view of the car;

Fig. 3 is a front, elevational view of the car;

Figs. 4a to 4f are representative cross sectional views showing the general contour of the^car, the

. sections being taken on the lines a-a, b-b, etc.

respectively, of Fig. 2;

Fig. 5 is a perspective view showing the principal framework of the leading or motorized section of the'car;

Fig. 6 is a perspective view of the center sill g used in .the motorized section;

Fig. 'I is a sectional view through the ridge beam in the nose of the car, the section being taken on the line 1-1 of Fig. 16;

Fig. 8 is a fragmentary, sectional view taken on the line 8-8 of Fig. 9 and showing details of the engine bed and engine bed frame;

Fig. 9 is an enlarged perspective view .of the nose of the car, the engine bed being shown down- A f wardly displaced from the engine bed frame;

Fig. 10 is a fragmentary, sectional view taken toward the nose of the car; y

Fig. 11 is a sectional view taken on the line I I-I I of Fig. 9, showing the connection between one of the engine bed stringers and the cross sills.

the intermediate portion of the Stringer being broken away Fig. 12 is a perspective view vof the rear cross sill with its connections;

Fig. 13 is a. perspective view of the front cross sill with its connections;

Fig. 14 is a longitudinal, sectional view through the center sill at its point of connection with the rear cross sill; Y*

Fig. 15 is a transverse, sectional-'view through the engine room in the leading car section, the section being taken just in front of the body bolster and looking rearwardly:

Fig. 16 is a longitudinal, vertical, sectional view of the engine room -and car nose, taken along lthe center line of the car. certain intermediate' portions of the engine room being omitted;

Fig. 17 is a detail, sectional view taken on the line I1-i1 of Fig. 16;

Fig. 18 is asectional view through the door of the control cab, the section being taken on the Fig. 22 is a transverse. sectional view through the rear of the coupler casting, the section being taken on the line 22-22 of Figs. 16 and 23;

v g Fig. 23 is a fragmentary, sectional view taken on the line 23-23 of Fig. 22;

Fig. 24 is a sectional view taken on the line 24-24 of Fig. 22;V

' Fig. 25 isa sectional view taken on the line v2in-25 ci' Fig. 224 showing particularly the connection between one .of the bui! sills andthe coupier casting;

Fig.` 25a is a perspective view of the coupler casting;

Fig. 26 is a perspective view showingthe general framing of the intermediate car section;

Fig. 27 is a fragmentary, sectional view taken transversely through the car at the door opening.

as indicated at 21-21 inFig. 26;

portion of one of the car section ends, the articulated joint being shown in section;

Fig. 33 is a vertical, sectional view looking toward the end assembly, the section being taken on lfihe line 33-33 of Fig. 35;

Fig. 34 is a. compressed, vertical section through one of the end posts, the section being taken on the lines 34-34 of Figs. 33 and 35;

Fig. 35 is a sectional view looking down upon 'the end sill assembly, the section being taken on the line 35-35 of Fig. 33; i

Fig. 36 is an exploded, perspective view of the end assembly;

Fig 37 is a perspective view showing the general M framing of the trailer section;

Fig. 37a is a perspective view of the rear coupier casting;

Fig. 38 is a perspective view of the center sill and body bolster used in the trailer section;

Fig. 39 is an enlarged perspective view of the tail of the car;

Fig. 40 is a detail, perspective view showing the connection between the spinal sill and one of the transverse ribs;

Fig. 41Vis a sectional' View taken on the line 4 i-M of Fig. 42 looking down on the body bol-ster of the trailer section;

Fig. 42 is a sectional view taken on the line 42-42 of Fig, 41, showing the body bolster in elevation;

Fig. 43 is a longitudinal, sectional view taken along the center sill as indicated at 43-43 of Fig. 41; i

Fig. 44 is anenlarged detail view showing the manner of connecting the end of the body bolster with the side sill and ribs, the section being taken on the line M-M of Fig. 41;

Fig. 45 is a horizontal, sectional view through the tail coupler casting, the section being taken on the lines 45--45 of Figs, 46 and 47;

Fig. 46 is a vertical, sectional view through the tail of the car looking in the direction of the coupler casting, the sectionbeing taken on the lines IS-Mi in Figs. 45 and 47;

Fig. 47 is a longitudinal, vertical section taken on the lines 41-41 of Figs. 45 and 46. y

Fig. 48 is a detail View taken on the line l8-I8 of Fig. 45;

lated ra'il car, but many features of the invention.

are useful in other relations, and the scope of the invention is to be measured by the appended claims construed as broadly as the prior art will permit. v

The car is composed 'of three sections, a leading or. motorized section Bil,l an intermediate section Si, 4and a trailer section 52,-and .is supported by a motor truck 63. articulated-trucks 6I and 65,

and a trailer truck 6'6. The front por-tion of the motorizedY section 60 includes a control cab 61 and an engine room 6l, the. rest of the section being used for mail and baggage. The intermediate and trailer sections 6| and 62 are passenger carrying sections, yand at the rear of the trailer section buiiet equipment is provided.

AThe oar has a Diesel electric drive and requires approximately 600 H. 1 to propel the car weighing a total of less than 200,000 lbs. at speeds of miles and more.

The Diesel engine, which is shown in outline in Fig. 15 and generally designated S9, is mounted l directly on the motor truck $3 above the center bearing 'lll so tihat it maintains a fixed posi- |tion within the car. It is cooled by air drawn through nostrils 1| in the nose of the car, this air `passing over the,engine and being expelled from the car through a well or trough 'l2 in the car roof. Cooling radiators 13 (Fig. 15) are provided adjacent to the roof of the car on opposite sides of the weil in the pa/th of the circulat- .ing air.

The car is shaped to reduce air resistance to -a minimum and to this end, the nose is rounded but rather blunt and the tail tapers off toward the rear. The general cross sectional shape of the oar is ovate rotundate, as best shown in Figs. 4a to 4f, inclusive. It has been found that this shape offers the least resistance to side winds and the rounded belly is effective in preventing air pressure from being built up beneath the car which would oifer substantial resistance to the car movement and lessen the cars stability on the track. 'I'he trucks are preferably equipped with skirts to further lessen Wind resistance.

At the articulated joints between the car sections, metal shields 'Il extend rearwardly from the preceding section and telescope over flexible rubber canopies 15 which are yieldingly extended to the fore to enclose the space between the car sections.

Framing in general The framing in each of the car sections is characterized by the fact that the principal fnamework lies in a vertical plane through the center line oi.' the car. This framework includes 'a tcp sill (a term used to designate the sides of the overhead box girder as well as the box girder itself), a center sill, and one or more end posts for joining the top and center sills together at one end. At the other end, the framework consists of either a nose structure. as in the leading car section 60, other end posts, as in the intermediate car section Bi, or a tail structure, as in the trailer section 62. In each case. this vertical framework is designedl to carry the major portion of the car load, and for convenience of descripltion and in the claims will be called trapezoidal framework.

supplementing the trapezoidal framework are ribs which extend in vertical planes between the top sill and the center sill, andvarious longitudinal framing members tie the ribs together in proper spaced relation.

The supplemental framework may be considered as supplying the necessary factor of safety to the trapezoidal framework, this latter framework being preferably calculated so as to have the necessary strength and rigidity to carry. by itself. the entire normal load of the car.

The nose and tail structures are capable of resistng heavy impacts. and in addition are shaped to reduce wind resistance to al minimum and present a pleasing appearance.

For the most part, the framework is made of aluminum alloy in various extruded shapes, aithough steel castings and steel plates are used at some of the heavily stressed points. The extruded aluminum structural elements are formed with flanged reinforcements, where additional 

